Composite panel tool

ABSTRACT

A method and apparatus for holding a panel. A rigid frame is secured on an aircraft on a rework area on the aircraft. A carrier is attached to the rigid frame. The panel is held on the carrier and the carrier moves the panel about a plurality of axes. The panel moves with the carrier such that the panel has a desired position relative to a rework opening in the rework area. The panel is attached to the aircraft while the panel is held in the desired position relative to the rework opening.

This application is a divisional application of U.S. patent applicationSer. No. 14/337,679 filed on Jul. 22, 2014, the content of which ishereby incorporated by reference in its entirety.

BACKGROUND INFORMATION 1. Field

The present disclosure relates generally to aircraft and, in particular,to reworking inconsistencies in aircraft. Still more particularly, thepresent disclosure relates to a method and apparatus for holding acomposite panel for reworking a composite fuselage of an aircraft.

2. Background

Aircraft are being designed and manufactured with greater and greaterpercentages of composite materials. Composite materials are used inaircraft to decrease the weight of the aircraft. This decreased weightimproves performance features such as payload capacities and fuelefficiencies. Further, composite materials provide longer service lifefor various components in an aircraft.

Composite materials are tough, light-weight materials created bycombining two or more functional components. For example, a compositematerial may include reinforcing fibers bound in polymer resin matrix.The fibers may be unidirectional or may take the form of a woven clothor fabric. The fibers and resins are arranged and cured to form acomposite material.

Further, using composite materials to create aerospace compositestructures potentially allows for portions of an aircraft to bemanufactured in larger pieces or sections. For example, a fuselage in anaircraft may be created in cylindrical sections and then assembled toform the fuselage of the aircraft. Other examples include, withoutlimitation, wing sections joined to form a wing or stabilizer sectionsjoined to form a stabilizer.

An inconsistency may occur on a composite structure of the aircraftduring manufacturing or operation of the aircraft. For example, aninconstancy may occur in a fuselage of the aircraft. The inconsistencymay be reworked. The type of rework may depend on the size of theinconsistency. For example, a portion of the fuselage, including theinconsistency, is removed leaving a rework opening. A composite panel istrimmed to fit in the rework opening as a replacement for the portionremoved. After the composite panel is trimmed to desired dimensions, thecomposite panel is positioned in the rework opening and attached to theaircraft. The composite panel may also be referred to as a plug orpatch.

The tolerances of fit of the composite panel require a very precisetrimming to fit within the rework opening. The fit also involvesmaintaining a contour of the fuselage so that the composite panel isflush with the rest of the fuselage. Also, in some cases, the compositepanel may have stringers on the inner side. In this case, the fit alsoinvolves aligning those stringers with the existing stringers in thefuselage around the rework opening.

This process becomes increasingly challenging as the size of thecomposite panel increases. For example, cutting, positioning, andattaching the composite panel becomes more difficult and time consumingwith the increase in size. For example, composite panel sizes from 2′×2′to 4′×8′ are considered a medium area repair (MAR) and have a size thatis challenging for human operators performing rework on the fuselage.Therefore, it would be desirable to have a method and apparatus thattakes into account at least some of the issues discussed above, as wellas other possible issues.

SUMMARY

In one illustrative embodiment, a method for holding a panel isprovided. A rigid frame is secured on an aircraft on a rework area onthe aircraft. A carrier is attached to the rigid frame. The panel isheld on the carrier and the carrier moves the panel about a plurality ofaxes. The panel moves with the carrier such that the panel has a desiredposition relative to a rework opening in the rework area. The panel isattached to the aircraft while the panel is held in the desired positionrelative to the rework opening.

In another illustrative embodiment, an apparatus comprises a carrierthat holds a panel, a rigid frame, and a mounting system associated withthe rigid frame. The rigid frame has a side that conforms to a surfaceof an aircraft. The mounting system holds the carrier and moves thecarrier with the panel about a plurality of axes. A rigid frame has aside that conforms to a surface of an aircraft.

The features and functions can be achieved independently in variousembodiments of the present disclosure or may be combined in yet otherembodiments in which further details can be seen with reference to thefollowing description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features believed characteristic of the illustrativeembodiments are set forth in the appended claims. The illustrativeembodiments, however, as well as a preferred mode of use, furtherobjectives and features thereof, will best be understood by reference tothe following detailed description of an illustrative embodiment of thepresent disclosure when read in conjunction with the accompanyingdrawings, wherein:

FIG. 1 is an illustration of a rework environment in accordance with anillustrative embodiment;

FIG. 2 is an illustration of a block diagram of a rework environment inaccordance with an illustrative embodiment;

FIG. 3 is an illustration of a panel tool in accordance with anillustrative embodiment;

FIG. 4 is another illustration of a panel tool in accordance with anillustrative embodiment;

FIG. 5 is an illustration of a carrier in a panel tool in accordancewith an illustrative embodiment;

FIG. 6 is an illustration of a panel tool secured to a fuselage in arework area in accordance with an illustrative embodiment;

FIG. 7 is an illustration of a composite panel positioned relative to arework opening in accordance with an illustrative embodiment;

FIG. 8 is an illustration of a carrier with a composite panel detachedfrom a rigid frame in a panel tool for trimming in accordance with anillustrative embodiment;

FIG. 9 is an illustration of a composite panel in a position relative toa rework opening in accordance with an illustrative example;

FIG. 10 is an illustration of a rework area with a composite panelattached to an aircraft in accordance with an illustrative embodiment;

FIG. 11 is an illustration of a cross-sectional view of an aircraft witha panel tool in accordance with an illustrative embodiment;

FIG. 12 is an illustration of an enlarged view of an attachment sectionin a mounting system in accordance with an illustrative embodiment;

FIG. 13 is an illustration of an enlarged view of a carrier and a rigidframe in accordance with an illustrative embodiment;

FIG. 14 is an illustration of an enlarged view of an attachment sectionin a mounting system in accordance with an illustrative embodiment;

FIG. 15 is an illustration of an enlarged view of a carrier and a rigidframe in accordance with an illustrative embodiment;

FIG. 16 is an illustration of a flowchart of a process for holding apanel in accordance with an illustrative embodiment;

FIG. 17 is an illustration of a flowchart of a process for trimming apanel in accordance with an illustrative embodiment;

FIG. 18 is an illustration of a block diagram of an aircraftmanufacturing and service method in accordance with an illustrativeembodiment; and

FIG. 19 is an illustration of a block diagram of an aircraft in which anillustrative embodiment may be implemented.

DETAILED DESCRIPTION

The illustrative embodiments recognize and take into account one or moreconsiderations. For example, the illustrative embodiments recognize andtake into account that the size of the composite panel may makepositioning the composite panel relative to the rework opening moredifficult that desired with medium area repairs. For example, thecomposite panel may be held by one or more human operators and markedfor trimming and trimmed. The composite panel may then be positionedagain by the human operators to determine whether additional trimming isneeded. After trimming is completed, the positioning by the humanoperators to precisely locate the panel in the rework opening of thefuselage for attachment to the aircraft is tedious and difficult.

The illustrative embodiments recognize and take into account that it maybe desirable to have a tool that allows for handling, manipulation, andadjustments of a composite panel in different axes to position thecomposite panel with a desired amount of precision when performingrework on a fuselage of an aircraft. Thus, the illustrative embodimentsprovide a method and apparatus for holding a panel and, in particular, acomposite panel.

In one illustrative embodiment, a rigid frame is secured on a fuselageof an aircraft over an opening in a rework area on the fuselage. Acarrier is attached to the rigid frame. A composite panel is held on thecarrier and the carrier moves the composite panel about a plurality ofaxes. The composite panel is moved with the carrier such that thecomposite panel has a desired position relative to the rework opening.The composite panel is attached to the aircraft while the compositepanel is held in the desired position.

With reference now to the figures, and in particular with reference toFIG. 1, an illustration of a rework environment is depicted inaccordance with an illustrative embodiment. In rework environment 100,aircraft 102 has wing 104 and wing 106 attached to fuselage 108.Aircraft 102 includes engine 110 attached to wing 104 and engine 112attached to wing 106.

Fuselage 108 has tail section 114. Horizontal stabilizer 116, horizontalstabilizer 118, and vertical stabilizer 120 are attached to tail section114 of fuselage 108.

In this illustrative example, many of the parts of aircraft 102 areformed from composite materials. Some of these parts may be comprised ofother materials in addition to or in place of the composite materials.

For example, fuselage 108 is comprised of sections that are connected toeach other to form fuselage 108. These sections may be in the form ofbarrels. As another example, wing 104 and wing 106 also may be formedfrom composite materials.

As depicted, fuselage 108 of aircraft 102 requires rework in rework area122. In this illustrative example, panel tool 124 is used to performrework in rework area 122 of fuselage 108. In this illustrative example,panel tool 124 is a device that allows for at least one of handling,manipulation, or adjustments in many axes to precisely position acomposite panel to perform rework on an inconsistency in rework area122.

With reference next to FIG. 2, an illustration of a block diagram of arework environment is depicted in accordance with an illustrativeembodiment. In this illustrative example, rework environment 100 in FIG.1 is an example of one implementation for rework environment 200 shownin FIG. 2.

As depicted, rework area 202 on aircraft 204 requires rework forinconsistency 206 located in rework area 202. In this illustrativeexample, inconsistency 206 may be, for example, a crack, a puncture, orsome other type of inconsistency that should be removed or reduced.

In this illustrative example, rework area 202 is located on fuselage 208of aircraft 204. As depicted, rework 210 may be performed in rework area202 using panel tool 212.

As depicted, panel tool 212 holds panel 214. In this illustrativeexample, panel 214 may take the form of composite panel 216. Compositepanel 216 has first contour 238 matching second contour 240 of fuselage208 at rework area 202. Composite panel 216 also may have structures 241on inner side 244. In this illustrative example, structures 241 take theform of stringers 242. As depicted, composite panel 216 is a patch orplug for fuselage 208 of aircraft 204.

As depicted, composite panel 216 may have various dimensions. Dimensionsfor composite panel 216 may be, for example, about 2′×2′ up to about4′×8′ in this illustrative example. When composite panel 216 has thesedimensions, rework 210 may be considered a medium area repair (MAR).

In another illustrative example, panel 214 may be comprised of othermaterials other than a composite material. For example, panel 214 may becomprised of material selected from one of a composite material, ametal, a metal alloy, titanium, carbon fiber, aluminum, or othersuitable materials.

In this illustrative example, panel tool 212 has a number of differentcomponents. As depicted, panel tool 212 comprises carrier 218, mountingsystem 220, and rigid frame 222.

Carrier 218 holds composite panel 216. As depicted, carrier 218 hasthird contour 246 that matches first contour 238 of composite panel 216.

Mounting system 220 is associated with rigid frame 222. Mounting system220 holds carrier 218 and in particular connects carrier 218 to rigidframe 222. More specifically, carrier 218 may be removably connected tomounting system 220 that is associated with rigid frame 222. In otherwords, carrier 218 with composite panel 216 may be connected to andremoved from rigid frame 222 while rigid frame 222 is secured toaircraft 204.

When a component is “associated” with another component, the associationis a physical association in the depicted examples. For example, a firstcomponent, such as mounting system 220, may be considered to bephysically associated with a second component, such as rigid frame 222,by at least one of being secured to the second component, bonded to thesecond component, mounted to the second component, welded to the secondcomponent, fastened to the second component, or connected to the secondcomponent in some other suitable manner. The first component also may beconnected to the second component using a third component. The firstcomponent may also be considered to be physically associated with thesecond component by being formed as part of the second component,extension of the second component, or both.

Additionally, mounting system 220 moves carrier 218 with composite panel216 about plurality of axes 224. In other words, mounting system 220 maymove composite panel 216 into different positions relative to aircraft204.

In these illustrative examples, plurality of axes 224 may be three axessuch as an x-axis, a y-axis, and a z-axis. Mounting system 220 may movecomposite panel 216 along each of these axes, as well as rotatecomposite panel 216 about each of these axes.

As a result, mounting system 220 with movement about plurality of axes224 allows for movement of composite panel 216 with six degrees offreedom. For example, mounting system 220 moves composite panel 216about plurality of axes 224 with at least one of longitudinal movementor twisting movement.

As used herein, the phrase “at least one of,” when used with a list ofitems, means different combinations of one or more of the listed itemsmay be used and only one of each item in the list may be needed. Inother words, at least one of means any combination of items and numberof items may be used from the list but not all of the items in the listare required. The item may be a particular object, thing, or a category.

For example, without limitation, “at least one of item A, item B, oritem C” may include item A, item A and item B, or item B. This examplealso may include item A, item B, and item C or item B and item C. Ofcourse, any combinations of these items may be present. In otherexamples, “at least one of” may be, for example, without limitation, twoof item A; one of item B; and ten of item C; four of item B and seven ofitem C; or other suitable combinations.

Rigid frame 222 has side 226 that conforms to surface 228 of aircraft204 and, in particular, to surface 228 of fuselage 208. Side 226 mayconform to surface 228 in a number of different ways. For example, side226 may have shape 232 that conforms to surface 228.

Further, in another illustrative example, side 226 may conform tosurface 228 through feet 234 on side 226. Feet 234 conform to surface228 of fuselage 208. Feet 234 may be customized for each type of contourthat may be found on fuselage 208 for aircraft 204. Feet 234 may becustomized for the contour of a specific aircraft. Feet 234 may bemanufactured using additive manufacturing, such as three-dimensionalprinting.

In this manner, rigid frame 222 is secured to fuselage 208 in reworkarea 202 with reduced undesired movement of panel tool 212. Carrier 218may be removably attached while holding composite panel 216 throughmounting system 220. As a result, a higher level of precision is presentfor positioning composite panel 216 while performing rework 210 inrework area 202 as compared to currently used techniques for performingrework 210 in rework area 202.

As depicted, panel tool 212 also includes attachment system 236. In thisexample, attachment system 236 secures rigid frame 222 to fuselage 208.In the depicted example, attachment system 236 may be implemented usinga group of straps. As used herein, a “group of,” when used withreference items, means one or more items. For example, a group of strapsis one or more straps.

Attachment system 236 may include other types of mechanisms in additionto or in place of the group of straps. For example, rigid frame 222 maybe secured to fuselage 208 using at least one of the group of straps,double sided tape, friction contact, a vacuum system, or some othersuitable type of mechanism used in attachment system 236 to secure rigidframe 222 to surface 228 of fuselage 208.

In performing rework 210 in rework area 202 on fuselage 208 of aircraft204, panel tool 212 is secured to fuselage 208. In particular, rigidframe 222 is secured to fuselage 208 by attachment system 236.

Composite panel 216 may or may not be attached to panel tool 212 whenpanel tool 212 is secured to fuselage 208. If composite panel 216 is notattached to panel tool 212 when panel tool 212 is secured to fuselage208, composite panel 216 may be attached to carrier 218. Carrier 218 maythen be connected to rigid frame 222. As described above, thisconnection of carrier 218 to rigid frame 222 is formed through mountingsystem 220.

Composite panel 216 may be positioned relative to rework area 202 onfuselage 208. For example, composite panel 216 may be positionedrelative to rework opening 248 in fuselage 208. Rework opening 248 isformed when removing portions of fuselage 208 in which inconsistency 206is located.

The positioning of composite panel 216 relative to rework opening 248may be performed to determine whether or how much trimming is needed forcomposite panel 216. In this illustrative example, trimming involvesremoving material from periphery 250 of composite panel 216. Thetrimming is performed to obtain a desired fit for composite panel 216within rework opening 248.

In these illustrative examples, gap 252 is desired between periphery 250of composite panel 216 and fuselage 208 for a desired fit. When thedesired fit is present, composite panel 216 is attached to aircraft 204.

Composite panel 216 is designed to “float” in rework opening 248 whencomposite panel 216 is attached to aircraft 204. As depicted, compositepanel 216 is not attached to fuselage 208 such that a load is nottransferred between fuselage 208 and composite panel 216.

Composite panel 216 may be marked for trimming. For example, compositepanel 216 may be marked with a pencil, contrasting marker, or scribed.Carrier 218 with composite panel 216 is then disconnected from rigidframe 222. Composite panel 216 on carrier 218 may then be handled andmoved to a location for trimming. Then, composite panel 216 on carrier218 may be placed back into the prior position by connecting carrier 218to rigid frame 222 through mounting system 220.

Composite panel 216 can then be compared to rework opening 248 todetermine whether gap 252 between periphery 250 of composite panel 216and fuselage 208 has a desired width. This process of comparing,marking, and trimming may be repeated until composite panel 216 hasdesired dimensions to have a desired fit within rework opening 248 whencomposite panel 216 has a desired position within rework opening 248.

With panel tool 212, composite panel 216 on carrier 218 may be removedfrom, and put back onto, rigid frame 222 any number of times withcomposite panel 216 being returned to the same position, unlessrepositioning of composite panel 216 is desired. The consistentpositioning occurs due to use of rigid frame 222 secured to fuselage 208in rework area 202 on fuselage 208 and mounting system 220 with carrier218 being removably attached to rigid frame 222 through mounting system220.

As depicted, mounting system 220 may move composite panel 216 to anynumber of positions 254 with movement occurring about plurality of axes224. When desired position 256 in positions 254 is obtained, carrier 218with composite panel 216 may be detached and reattached any number oftimes to rigid frame 222 through mounting system 220 in desired position256.

When composite panel 216 is ready for installation, composite panel 216is moved to desired position 256 for attachment to aircraft 204. In thisillustrative example, desired position 256 provides for gap 252 betweenperiphery 250 of composite panel 216 and fuselage 208 within reworkopening 248. As depicted, gap 252 is employed to eliminate edge loadingof composite panel 216 to fuselage 208 in this particular example. Inother words, contact between the edge of periphery 250 of compositepanel 216 and fuselage 208 are avoided. In this manner, the transfer ofloads through periphery 250 of composite panel 216 is eliminated.

In desired position 256, composite panel 216 is attached to aircraft204. This attachment is performed by attaching composite panel 216 toone or more of structures 258 in aircraft 204, such as stringers 260.

In the illustrative example, the attachment is such that loads are nottransferred between composite panel 216 and fuselage 208. In such arepair, the splice hardware and fasteners surrounding rework area 202carry and transmit the loads. Once composite panel 216 is attached toone or more of structures 258, gap 252 may be sealed.

Also, coatings may be applied to at least one of composite panel 216 orfuselage 208. These coatings may include paint, sealants, and othersuitable coatings. Also, a decal may be applied as needed.

In this manner, rework 210 of rework area 202 may be performed morequickly and with more precision as compared to performing rework 210with currently used techniques and tools. Panel tool 212 may be used toprovide more precise and more consistent positioning of composite panel216 or some other type of panel 214. Also, panel tool 212 may beattached to aircraft 204 without forming holes for attachment system236.

Panel tool 212 is modular and allows for rework 210 to be performed withcomposite panels having different contours. For example, first contour238 for carrier 218 may be adjusted replacing parts on carrier 218 thatdefine first contour 238. In another illustrative example, a new carriermay be fabricated for use with rigid frame 222.

Also, with movement of composite panel 216 about or on plurality of axes224, alignment of structures 241 on inner side 244 of composite panel216 with structures 241 in aircraft 204 may be made more precisely andmore easily. These structures may be, for example, stringers 242 oninner side 244.

The illustration of rework environment 200 in FIG. 2 is not meant toimply physical or architectural limitations to the manner in which anillustrative embodiment may be implemented. Other components in additionto or in place of the ones illustrated may be used. Some components maybe unnecessary. Also, the blocks are presented to illustrate somefunctional components. One or more of these blocks may be combined,divided, or combined and divided into different blocks when implementedin an illustrative embodiment.

For example, rework area 202 may be a location other than on fuselage208 of aircraft 204. For example, rework area 202 may be located on awing, a horizontal stabilizer, a vertical stabilizer, or on some othersuitable location on aircraft 204. In another illustrative example,attachment system 236 may be considered a separate component from paneltool 212.

In other examples, composite panel 216 may have other dimensions andshapes other than a square or rectangular shape. For example, compositepanel 216 may have a hexagonal shape, a circular shape, or some othersuitable shape.

With reference next to FIG. 3, an illustration of a panel tool isdepicted in accordance with an illustrative embodiment. In thisillustrative example, an illustration of panel tool 124 in FIG. 1 isdepicted. Panel tool 124 is shown in this figure is an example of aphysical implementation of panel tool 212 shown in block form in FIG. 2.

In this illustrative example, panel tool 124 has a number of components.As depicted, panel tool 124 includes rigid frame 300, mounting system302, and carrier 304.

Rigid frame 300 is designed to be placed on, and secured to, fuselage108. Carrier 304 is designed to carry a composite panel.

Mounting system 302 is designed to connect carrier 304 to rigid frame300. Additionally, mounting system 302 is also designed to positioncarrier 304 relative to fuselage 108. In other words, mounting system302 moves carrier 304 and, in turn, moves a composite panel that is heldby carrier 304. In this manner, mounting system 302 positions acomposite panel relative to fuselage 108.

As depicted in this figure, rigid frame 300 has foot 306, foot 308, foot310, and foot 312. These feet conform to the surface of fuselage 108.

Turning next to FIG. 4, another illustration of a panel tool is depictedin accordance with an illustrative embodiment. In this illustrativeexample, carrier 304 is shown as being lifted away from rigid frame 300.Arrow 400, arrow 402, arrow 404, and arrow 406 show the manner in whichcarrier 304 may be placed onto mounting system 302 to connect carrier304 to rigid frame 300.

As depicted, attachment section 408 on carrier 304 may engage attachmentsection 410 on mounting system 302 as shown by arrow 400 and arrow 402.Attachment section 412 on carrier 304 may engage attachment section 414on mounting system 302 as shown by arrow 404 and arrow 406.

In this illustrative example, carrier 304 is removably attached to rigidframe 300 by mounting system 302. In this manner, carrier 304 may beconnected to and removed from rigid frame 300 to allow for trimming orother operations with respect to a composite panel that may be held oncarrier 304. With mounting system 302, the position of carrier 304 andthe composite panel is repeatable. The repeatable positioning of thecomposite panel occurs without having to make new adjustments ormeasurements when reattaching carrier 304 to rigid frame 300.

Turning next to FIG. 5, an illustration of a carrier in a panel tool isdepicted in accordance with an illustrative embodiment. In thisillustrative example, carrier 304 is designed to receive and holdcomposite panel 500.

As depicted, carrier 304 has a contour as defined by sections 502. Inthis illustrative example, sections 502 may take the form of customizedheaders.

In this illustrative example, sections 502 include section 504, section506, section 508, and section 510. As depicted, sections 502 areconnected to frame 513. Sections 502 have a shape that defines a contourfor carrier 304 that matches the contour on outer side 514 of compositepanel 500 in this illustrative.

In the illustrative examples, sections 502 may be replaced with newsections customized for another composite panel having a differentcontour from composite panel 500 to be held on carrier 304. Theattachment of composite panel 500 to carrier 304 may be performed anumber different ways. For example, composite panel 500 may be attachedto carrier 304 using at least one of double-sided tape, removableadhesive, clamping mechanisms, a vacuum system comprising vacuum cups,fasteners, or other suitable attachment methods.

Also seen in this example are stringers 516 located on inner side 512 ofcomposite panel 500. Stringers 516 are aligned with stringers inaircraft 102 in rework area 122 when positioning and attaching compositepanel 500 to aircraft 102 in FIG. 1. The attachment of composite panel500 to aircraft 102 may be performed a number different ways. Forexample, composite panel 500 may be attached aircraft 102 using at leastone of fasteners, bonding of splice plates that span from the compositepanel 500 to existing structures within aircraft 102.

In FIGS. 6-10, an illustration of a process for performing rework on afuselage using a panel tool is depicted in accordance with anillustrative embodiment. With reference first to FIG. 6, an illustrationof a panel tool secured to a fuselage in a rework area is depicted inaccordance with an illustrative embodiment. In this example, panel tool124 is shown secured to rework area 122. In particular, rigid frame 300is secured to fuselage 108. As depicted, carrier 304 has been removedand rework opening 600 has been formed in rework area 122.

In this illustrative example, strap 602 and strap 604 secure rigid frame300 to surface 606 of fuselage 108. In this illustrative example, strap602 and strap 604 placed are around fuselage 108. In this illustrativeexample, strap 602 and strap 604 are part of an attachment system andmay be considered part of panel tool 124 or a separate component frompanel tool 124.

Turning next to FIG. 7, an illustration of a composite panel positionedrelative to a rework opening is depicted in accordance with anillustrative embodiment. In this figure, carrier 304 is shown connectedto rigid frame 300 through mounting system 302. Additionally, compositepanel 500 is held by carrier 304.

In this example, composite panel 500 may be moved about plurality ofaxes 700. As depicted, plurality of axes 700 includes x-axis 702, y-axis704, and z-axis 706. In this illustrative example, x-axis 702 and y-axis704 may define a plane through rigid frame 300. As depicted, z-axis 706extends perpendicular to the plane defined by x-axis 702 and y-axis 704.

Movement of composite panel 500 occurs through mounting system 302moving carrier 304 about plurality of axes 700. The movement may bealong one of plurality of axes 700, rotation about one of plurality ofaxes 700, or both.

In this illustrative example, composite panel 500 is positioned overrework opening 600. The positioning may be an identification of whethercomposite panel 500 needs to be trimmed to have a desired fit in reworkopening 600. As depicted, composite panel 500 may be marked to identifyportions of composite panel 500 that may need to be removed to obtain adesired fit for composite panel 500 within rework opening 600.

In FIG. 8, an illustration of a carrier with a composite panel detachedfrom a rigid frame in a panel tool for trimming is depicted inaccordance with an illustrative embodiment. In this view, carrier 304with composite panel 500 has been detached from rigid frame 300 and isnot shown in this view.

With the ability to detach carrier 304, composite panel 500 may be movedto a location or placed in a position for trimming composite panel 500.After trimming, carrier 304 with composite panel 500 may be attached torigid frame 300 for comparison to rework opening 600.

With reference next to FIG. 9, an illustration of a composite panel in aposition relative to a rework opening is depicted in accordance with anillustrative example. In this view, composite panel 500 is positionedwithin rework opening 600 after reattaching carrier 304 to rigid frame300 by connecting carrier 304 to mounting system 302.

With composite panel 500 in this position relative to rework opening600, a determination may be made as to whether composite panel 500 has adesired fit, position, or both relative to rework opening 600 in reworkarea 122. In this example, gap 900 is present between periphery 902 ofcomposite panel 500 and fuselage 108. In particular, gap 900 is presentbetween periphery 902 of composite panel 500 and wall 904 of fuselage108.

For example, if gap 900 does not have a desired width, composite panel500 may be trimmed if needed. In other cases, composite panel 500 mayhave the desired dimensions and may be moved about plurality of axes 700to obtain a desired position of composite panel 500.

This movement may be longitudinal in a direction of plurality of axes700, rotation relative to plurality of axes 700, or some combinationthereof. In this illustrative example, this movement may allow formovement of corner 906, corner 908, corner 910, and corner 912 ofcomposite panel 500 using longitudinal movement for twisting movement toobtain a desired fit of composite panel 500 within rework opening 600.This movement of composite panel 500 may be made to align structures,such as stringers 516 on inner side 512 of composite panel 500, withcorresponding stringers within aircraft 102.

When composite panel 500 is in a desired position relative to reworkopening 600, composite panel 500 is attached to aircraft 102. In thisillustrative example, composite panel 500 has gap 900 and is attached toaircraft 102 such that composite panel 500 “floats” within reworkopening 600. In other words, loads are not transferred from fuselage 108to composite panel 500.

As depicted, the attachment of composite panel 500 to aircraft 102 is toa structure in aircraft 102 other than fuselage 108 in this example.Composite panel 500 is attached to structures in aircraft 102 in anumber of different ways. For example, composite panel 500 may beattached to the structures using splices, fasteners, bonding materials,adhesives, and other suitable mechanisms.

Turning now to FIG. 10, an illustration of a rework area with acomposite panel attached to an aircraft is depicted in accordance withan illustrative embodiment. In this example, composite panel 500 hasbeen attached to fuselage 108 of aircraft 102. Sealant 1000 has beenplaced into gap 900. Coatings may be applied to rework area 122 tocomplete the rework on fuselage 108.

The illustration of operations performed to rework fuselage 108 in FIGS.6-10 are not meant to limit the manner in which different illustrativeembodiments may be implemented. For example, the operations in additionto or in place of trimming may occur with respect to composite panel500. For example, coatings may be applied to composite panel 500, orother operations may be performed. Further, other structures in additionto or in place of stringers 516 may be present on inner side 512 ofcomposite panel 500.

With reference next to FIG. 11, an illustration of a cross-sectionalview of an aircraft with a panel tool is depicted in accordance with anillustrative embodiment. In this illustrative example, a cross-sectionalview of a portion of fuselage 108 taken along lines 4-4 in FIG. 1 isshown. In this example, strap 602 is a ratchet strap. Strap 602 inconjunction with tension cable 1100 and tension cable 1102 on rigidframe 300 create a desired amount of force on surface 606 of fuselage108 to secure panel tool 124 to fuselage 108.

Also seen in this view are foot 306 and foot 308 on side 1104 of rigidframe 300. Foot 306 and foot 308 along with other feet not shown providean ability for side 1104 to conform to the contour of fuselage 108.

Turning next to FIG. 12, an illustration of an enlarged view of anattachment section in a mounting system is depicted in accordance withan illustrative embodiment. In this depicted example, an enlarged viewof attachment section 410 for mounting system 302 in FIG. 4 is shown.

As depicted, attachment section 410 has alignment device 1200 andlocking mechanism 1202. Alignment device 1200 is configured to moveattachment section 410 back and forth along x-axis 702 to positionattachment section 410 as desired.

Alignment device 1200 takes the form of a rack and pinion in thisillustrative example. In other illustrative examples, otherconfigurations for alignment device 1200 are possible. For example,without limitation, a track system, a pulley, a gear system, a linkage,a knob, a crank, and other suitable components, or combinations ofcomponents, may be used.

In this illustrative example, alignment device 1200 has handle 1206. Anoperator moves handle 1206 to change the position of attachment section410 along x-axis 702. For example, an operator may move handle 1206 inthe direction of arrow 1208 to translate attachment section 410 alongx-axis 702 in the direction of arrow 1210. The movement of handle 1206may be reversed to translate attachment section 410 in the oppositedirection along x-axis 702.

Once attachment section 410 is in a desired position relative to reworkopening 600, locking mechanism 1202 is employed. As depicted, lockingmechanism 1202 includes components configured to hold attachment section410 in the desired position. Locking mechanism 1202 may take the form ofat least one of a lock screw, a clamp, a pin, or some other suitabletype of device. As depicted, attachment section 410 has length 1212.

With reference next to FIG. 13, an illustration of an enlarged view of acarrier and a rigid frame is depicted in accordance with an illustrativeembodiment. In this illustrative example, an enlarged view of carrier304 and rigid frame 300 is shown.

As depicted, alignment device 1300, alignment device 1302, and alignmentdevice 1304 are connected to rigid frame 300. Alignment device 1300takes the form of a crank in this illustrative example.

An operator uses alignment device 1300 to position carrier 304 alongz-axis 706. For example, an operator may turn alignment device 1300 inthe direction of arrow 1308 to move carrier 304 in the direction ofarrow 1310. Alignment device 1300 may be turned in the oppositedirection to move rigid frame 300 in the opposite direction along z-axis706.

In this depicted example, alignment device 1302 and alignment device1304 are knobs configured to adjust the position of rigid frame 300along y-axis 704. At least one of alignment device 1302 or alignmentdevice 1304 may be turned to move carrier 304 closer or further awayfrom rework opening 600.

By using alignment device 1200 in FIG. 12 in combination with alignmentdevice 1300, alignment device 1302, and alignment device 1304 shown inthis figure, carrier 304 may move with six degrees of freedom.Additional knobs, locking mechanisms, screws, pins, or other componentsmay be associated with rigid frame 300 in other illustrative examples.For example, two additional knobs may be positioned on rigid frame 300to move carrier 304 in the y-direction.

Turning next to FIG. 14, an illustration of an enlarged view of anattachment section in a mounting system is depicted in accordance withan illustrative embodiment. In this depicted example, an enlarged viewof attachment section 414 for mounting system 302 in FIG. 4 is shown.

As depicted, attachment section 414 has locking mechanism 1402.Attachment section 414 is configured to move back and forth along x-axis702 when carrier 304 is attached to position attachment section 414 asdesired. Additionally, attachment section 414 has length 1404. Length1404 of attachment section 414 is less than a length of attachmentsection 410 in this illustrative example. This difference in length mayallow for twisting of carrier 304 along or about x-axis 702.

Once attachment section 414 is in a desired position relative to reworkopening 600, locking mechanism 1402 is employed. As depicted, lockingmechanism 1402 includes components configured to hold attachment section414 in the desired position. Locking mechanism 1402 may take the form ofat least one of a lock screw, a clamp, a pin, or some other suitabletype of device.

With reference next to FIG. 15, an illustration of an enlarged view of acarrier and a rigid frame is depicted in accordance with an illustrativeembodiment. In this illustrative example, an enlarged view of carrier304 and rigid frame 300 is shown.

As depicted, arm 1500 with biasing system 1502 is connected to frame 513of mounting system 302. Arm 1500 may allow carrier 304 to move slightlyalong x-axis 702 when a slight deformation of carrier 304 occurs as aresult of an operator adjusting alignment device 1200.

Additionally, biasing system 1502 may apply pressure to frame 513 ofmounting system 302. In this manner, frame 513 of mounting system 302may slide under arm 1500 when an operator moves carrier 304 by adjustingalignment device 1200.

The different components shown in FIGS. 1 and 3-15 may be combined withcomponents in FIG. 2, used with components in FIG. 2, or a combinationof the two. Additionally, some of the components in FIGS. 1 and 3-15 maybe illustrative examples of how components shown in block form in FIG. 2can be implemented as physical structures.

Turning next to FIG. 16, an illustration of a flowchart of a process forholding a panel is depicted in accordance with an illustrativeembodiment. The process in FIG. 16 may be implemented in reworkenvironment 200. The different operations may be implemented using paneltool 212 in FIG. 2.

The process begins by forming a rework opening in a rework area(operation 1600). The process then secures a rigid frame on a fuselageof an aircraft on the rework area on the fuselage (operation 1602). Theprocess then attaches a carrier to the rigid frame (operation 1604). Thecarrier is configured to hold a panel and moves the panel about aplurality of axes. The process then moves a panel with the carrier suchthat the panel has a desired position relative to the rework opening inthe rework area (operation 1606).

The process then attaches the panel to the aircraft while the panel isheld in the desired position relative to the rework opening (operation1608). In the illustrative example, the panel floats within the reworkopening when attached to the aircraft such that a gap is present betweena periphery of the panel and the fuselage, wherein a load on the panelfrom the fuselage is reduced during operation of the aircraft. Theprocess then seals a gap between the panel and the fuselage (operation1610), with the process terminating thereafter.

With reference now to FIG. 17, an illustration of a flowchart of aprocess for trimming a panel is depicted in accordance with anillustrative embodiment. The operations in FIG. 17 may be performedprior to operation 1606 in which the carrier is moved about the axessuch that the panel has the desired position relative to the reworkopening.

The process begins by moving the panel about a plurality of axes suchthat the panel has a position over the rework opening (operation 1700).The process then marks the panel from a comparison of the panel to therework opening with the panel over the rework opening (operation 1702).The process then detaches the carrier from the rigid frame prior totrimming the panel (operation 1704)

The process then trims the panel for attachment to the aircraft when thepanel is in the desired position in the rework opening (operation 1706).The process then reattaches the carrier to the rigid frame (operation1708).

A determination is made as to whether the panel has desired dimensionsfor attachment to the aircraft (operation 1710). If the panel hasdesired dimensions, the process terminates. Otherwise, the processreturns to operation 1702. These operations may be repeated any numberof times until the panel has desired dimensions for attachment to theaircraft when in the desired position in the rework opening.

The flowcharts and block diagrams in the different depicted embodimentsillustrate the architecture, functionality, and operation of somepossible implementations of apparatuses and methods in an illustrativeembodiment. In this regard, each block in the flowcharts or blockdiagrams may represent at least one of a module, a segment, a function,or a portion of an operation or step.

In some alternative implementations of an illustrative embodiment, thefunction or functions noted in the blocks may occur out of the ordernoted in the figures. For example, in some cases, two blocks shown insuccession may be executed substantially concurrently, or the blocks maysometimes be performed in the reverse order, depending upon thefunctionality involved. Also, other blocks may be added in addition tothe illustrated blocks in a flowchart or block diagram.

For example, operation 1600 in which a rework opening is formed mayoccur after operation 1602 when the rigid frame is secured to theaircraft. As another example, the process may not terminate afteroperation 1610. Other operations may be performed such as applying acoating to at least one of the panel or the aircraft in the rework area.

The illustrative embodiments of the disclosure may be described in thecontext of aircraft manufacturing and service method 1800 as shown inFIG. 18 and aircraft 1900 as shown in FIG. 19. Turning first to FIG. 18,an illustration of a block diagram of an aircraft manufacturing andservice method is depicted in accordance with an illustrativeembodiment. During pre-production, aircraft manufacturing and servicemethod 1800 may include specification and design 1802 of aircraft 1900in FIG. 19 and material procurement 1804.

During production, component and subassembly manufacturing 1806 andsystem integration 1808 of aircraft 1900 in FIG. 19 takes place.Thereafter, aircraft 1900 in FIG. 19 may go through certification anddelivery 1810 in order to be placed in service 1812. While in service1812 by a customer, aircraft 1900 in FIG. 19 is scheduled for routinemaintenance and service 1814, which may include modification,reconfiguration, refurbishment, and other maintenance or service.

Each of the processes of aircraft manufacturing and service method 1800may be performed or carried out by a system integrator, a third party,an operator, or some combination thereof. In these examples, theoperator may be a customer. For the purposes of this description, asystem integrator may include, without limitation, any number ofaircraft manufacturers and major-system subcontractors; a third partymay include, without limitation, any number of vendors, subcontractors,and suppliers; and an operator may be an airline, a leasing company, amilitary entity, a service organization, and so on.

With reference now to FIG. 19, an illustration of a block diagram of anaircraft is depicted in which an illustrative embodiment may beimplemented. In this example, aircraft 1900 is produced by aircraftmanufacturing and service method 1800 in FIG. 18 and may includeairframe 1902 with plurality of systems 1904 and interior 1906. Examplesof systems 1904 include one or more of propulsion system 1908,electrical system 1910, hydraulic system 1912, and environmental system1914. Any number of other systems may be included. Although an aerospaceexample is shown, different illustrative embodiments may be applied toother industries, such as the automotive industry.

Apparatuses and methods embodied herein may be employed during at leastone of the stages of aircraft manufacturing and service method 1800 inFIG. 18. For example, one or more apparatus embodiments, methodembodiments, or a combination thereof may be utilized while aircraft1900 is in component and subassembly manufacturing 1806, systemintegration 1808, certification and delivery 1810, or maintenance andservice 1814. For example, panel tool 212 may be used to perform reworkof structures in aircraft 1900 that may develop inconsistencies duringany of these were other stages in manufacturing and service method 1800.For example, inconsistencies may occur during manufacturing of barrelsfor fuselage in component and subassembly manufacturing 1806. Aninconsistency may also develop while aircraft 1900 is in certificationand delivery 1810. Panel tool 212 may be used to perform rework forinconsistencies that are identified during maintenance and service 1814.

The use of a number of the different illustrative embodiments maysubstantially expedite the assembly of aircraft 1900, reduce the cost ofaircraft 1900, or both expedite the assembly of aircraft 1900 and reducethe cost of aircraft 1900. For example, with the use of a panel tool,the amount of time and effort needed by a human operator to performrework to remove an inconsistency may be reduced. Further, the number ofhuman operators needed to perform the rework also may be reduced.

The panel tool allows for precise positioning of a composite panel thatis to be placed on the section of the fuselage that has been removedfrom a structure in aircraft 1900, such as a fuselage. This positioningallows for the composite panel to be positioned and removed numeroustimes with the same desired position. Further, the panel tool also holdsthe composite panel in a desired position when the composite panel isattached to the aircraft. The panel tool is especially useful when thecomposite panel floats within a rework opening of a fuselage of aircraft1900. Further, different degrees of freedom provided by the panel toolallow for alignment of structures on the inner side of the compositepanel to be aligned with corresponding structures in aircraft. Forexample, stringers on the composite panel may be aligned withcorresponding stringers in aircraft.

The description of the different illustrative embodiments has beenpresented for purposes of illustration and description, and is notintended to be exhaustive or limited to the embodiments in the formdisclosed. Many modifications and variations will be apparent to thoseof ordinary skill in the art. Further, different illustrativeembodiments may provide different features as compared to otherdesirable embodiments. The embodiment or embodiments selected are chosenand described in order to best explain the principles of theembodiments, the practical application, and to enable others of ordinaryskill in the art to understand the disclosure for various embodimentswith various modifications as are suited to the particular usecontemplated.

What is claimed is:
 1. An apparatus comprising: a carrier comprising afirst frame and a plurality of cross members within the first frame,each cross member contoured along a leading edge; a rigid second framesized to accommodate the carrier, wherein the rigid second framecomprises: first and second opposing sides that include contact elementsconfigured as contact points for the rigid second frame against asurface, wherein the first and second opposing sides of the rigid secondframe each comprise a first alignment device, a second alignment device,and a third alignment device, wherein said adjustment devices in firstand second sides of the rigid second frame are configured to allow thecarrier to move with six degrees of freedom within the rigid secondframe; and third and fourth opposing sides; and a mounting systemassociated with the third and fourth sides of the rigid second frame,wherein the mounting system is configured to removably hold the carrierwithin the rigid second frame, and wherein the mounting system furthercomprises an adjustment mechanism configured to move the carrier about aplurality of axes within the rigid second frame.
 2. The apparatus ofclaim 1, wherein the carrier is configured to hold a panel having afirst contour matching a second contour of a fuselage of an aircraft ata rework area.
 3. The apparatus of claim 2, wherein the cross members ofthe carrier are contoured to match the first contour of the panel. 4.The apparatus of claim 2, wherein the panel is a patch for a fuselage ofthe aircraft.
 5. The apparatus of claim 2, wherein the carrier isconfigured to hold the panel in a floating position during installation,such that loads are not transferred from the fuselage, to which themounting system is attached, to the panel.
 6. The apparatus of claim 5,wherein the carrier is configured to hold the panel in the floatingposition by bearing a weight of the panel, with the weight beingtransferred from the carrier to the mounting system, thence to the rigidsecond frame, and thence to the fuselage when the rigid second frame isheld to the fuselage.
 7. The apparatus of claim 1 further comprising: anattachment system configured to secure the rigid second frame to afuselage of an aircraft, wherein the attachment system comprises: afirst strap attachment device connected to a first end of the first sideof the rigid second frame, and configured to hold a first strap; asecond strap attachment device connected to a second end of the firstside of the rigid second frame, and configured to hold a second strap; athird strap attachment device connected to a first end of the secondside of the rigid second frame, and configured to hold a third strap;and a fourth strap attachment device connected to a second end of thesecond side of the rigid second frame, and configured to hold a fourthstrap.
 8. The apparatus of claim 1, wherein the contact elementscomprise rotatable feet.
 9. The apparatus of claim 1, wherein themounting system is configured to move the carrier about the plurality ofaxes with at least one of longitudinal movement or twisting movement.10. The apparatus of claim 1, wherein the rigid second frame isconfigured to be secured to a fuselage of an aircraft using at least oneof a group of straps, double sided tape, friction contact, or a vacuumsystem.
 11. The apparatus of claim 1, wherein the first and secondopposing sides of the rigid second frame each further comprise a centertruss structure.
 12. An apparatus comprising: a rigid frame; a mountingsystem connected to opposing first and second sides of the rigid frame;a carrier configured to hold a panel, wherein the carrier is removablyconnected to the mounting system; a first strap attachment deviceconnected to a first corner flange of the rigid frame and configured tohold a first strap; a first tension cable connecting the first strapattachment device to a first alignment device that is connected to athird side of the rigid frame; a second strap attachment deviceconnected to a second corner flange of the rigid frame, and configuredto hold a second strap; a second tension cable connecting the secondstrap attachment device to a second alignment device that is connectedto the third side of the rigid frame; a third strap attachment deviceconnected to a third corner flange of the rigid frame, and configured tohold a third strap; a third tension cable connecting the third strapattachment device to a third alignment device that is connected to afourth side of the rigid frame; a fourth strap attachment deviceconnected a fourth corner flange of the rigid frame, and configured tohold a fourth strap; and a fourth tension cable connecting the fourthstrap attachment device to a fourth alignment device that is connectedto the fourth side of the rigid frame.
 13. The apparatus of claim 12further comprising: an adjustment system connected to third and fourthopposed sides of the rigid frame, the adjustment system configured toalign and adjust a position of the rigid frame relative to a solidsurface.
 14. The apparatus of claim 13, wherein the adjustment systemcomprises a first foot and a second foot on a third side of the rigidframe, and a third foot and a fourth foot on a fourth side of the rigidframe.
 15. The apparatus of claim 14, wherein the first foot, the secondfoot, the third foot, and the fourth foot are individually rotatablewith respect to the rigid frame.
 16. The apparatus of claim 15, whereinthe first foot is connected to the rigid frame via the first cornerflange, wherein the second foot is connected to the rigid frame via thesecond corner flange, wherein the third foot is connected to the rigidframe via the third corner flange, wherein the fourth foot is connectedto the rigid frame via the fourth corner flange.
 17. The apparatus ofclaim 12 further comprising: a fifth alignment device connected to thefirst side of the rigid frame, and configured to move an attachmentsection of the mounting system using a first rack and pinion device; anda sixth alignment device connected to the second side of the rigidframe, and configured to move the attachment section of the mountingsystem using a second rack and pinion device.
 18. The apparatus of claim17 further comprising: a locking system configured to lock a position ofthe mounting system with respect to the rigid frame.
 19. The apparatusof claim 18 further comprising: a biasing system comprising anadjustable arm connected to the mounting system and configured to adjusta position of the carrier within the mounting system.
 20. The apparatusof claim 12, wherein the rigid frame further comprises a seventhalignment device and an eighth alignment device.
 21. The apparatus ofclaim 20, wherein the seventh alignment device and the eighth alignmentdevice comprise a crank.
 22. The apparatus of claim 20, wherein theseventh alignment device and the eighth alignment device move the rigidframe along a z-axis.
 23. The apparatus of claim 12, wherein the firstalignment device, the second alignment device, the third alignmentdevice, and the fourth alignment device comprise a knob.
 24. Theapparatus of claim 12, wherein the first alignment device, the secondalignment device, the third alignment device, and the fourth alignmentdevice move the rigid frame along a y-axis.